CN105683041A - Aircraft capable of vertical take-off - Google Patents

Abstract

A flying device ( 1 ) is described which is capable of not only launching and landing vertically and hovering but also horizontally at high cruising flight speeds. The flying device (1) has a support structure (27), a wing structure (15), at least three, preferably at least four lifting rotors (5) and at least one propulsion drive (9). The wing structure ( 15 ) is designed to generate a lifting drive force for the flying device during a horizontal movement of the flying device. For this purpose, the wing structure (15) has at least one load-bearing surface (3), which is provided with a contour that generates a dynamic lifting drive. Preferably, the wing structure (15) is configured as a double wing structure. Each of the lifting rotors (5) is fastened to the load-bearing structure (27), has a propeller (7) and is designed to produce, by rotation of the propeller (7), a 1) The lifting driving force acting in the vertical direction. The push drive (9) is designed to generate a push force acting in the horizontal direction on the support structure (27). The lifting rotor ( 5 ) can be constructed in a simple manner, that is to say for example has a simple rigid propeller, wherein the vertical starting or levitation of the flying device, like in a quadrotor helicopter, is achieved by means of the lifting rotor A simple control of the rotational speed at can be adjusted. High cruising speeds can be achieved due to the additional horizontally acting propulsion drive ( 9 ).

Description

Flying equipment capable of vertical launch

This application claims priority from German patent application Nr. 102013109392.2 filed on 29.08.2013, the content of which is hereby incorporated by reference.

technical field

The invention relates to a vertically-startable flying device similar to, for example, a tricopter or a quadcopter.

Background technique

For many applications it is desirable to have flight equipment available which can be launched from the smallest surface and thus does not require particularly large-area airports, for example. Furthermore, for a specific purpose of use, a flying device is required that is flexible and can be precisely steered and preferably can be hovered over one location and has good hovering flight characteristics.

For example, aerial devices are used for aerial monitoring and aerial reconnaissance, which should be able to hover over objects of interest and, for example, should be able to take aerial photographs. In an alternative application, flying devices capable of vertical launch, sometimes called VTOL (Vertical Take-Off and Landing) can be used to fly to areas that are difficult for humans or other machines to reach, for example in disaster protection use (Katastrophenschutzeins ?tzen) to, for example, be able to transport items such as tools, food or medicine into such a zone.

In addition, flying devices have been developed for such use, in which at least three, preferably four or more rotors equipped with propellers and motors for driving said propellers respectively provide a substantially vertically upwardly directed propulsion for In this way, the flying device can be lifted or suspended vertically. A flying device with four such rotors is also called a quadcopter (Quadcopter, Quadrocopter, Quadricopter, Quadrotor) or a suspension platform (Schwebeplattform). Generally, such flying equipment with more than three rotors responsible for lifting drive is called a multi-rotor helicopter (Multicopter), wherein, in addition to the quadrotor helicopter, it has three rotors (three-rotor helicopter), six rotors (hexacopter) Helicopter) or eight rotor (octocopter) variants are also commonly used. Aircraft devices of this type are mostly operated unmanned and can be small in connection with this. These flying devices are also partly called drones.

A certain forward drive can also be provided in such aircraft by a slight inclination of the entire aircraft or of one or more rotors from the horizontal, the propulsion produced by the rotors being inclined from the vertical. However, the cruising flight speeds achievable in this way are limited to relatively low speeds typically below 200 km/h, often also below 100 km, due to the physical boundary conditions occurring in this type of flight equipment. /h. Such a speed limitation arises, for example, from the physical boundary condition that the propeller used for the lift drive operates at a high rotational speed and thus the propeller blades which move forward in the direction of flight of the flying device are already at a relatively low At cruising flight speeds, at least at the tip of its propeller blades, it must move almost at the speed of sound, resulting in high air resistance and intense noise.

Therefore, conventional multi-rotor helicopters, although they have good hovering flight characteristics, usually only achieve relatively low cruising speeds (similar to helicopters (Hubschraubern)), in which only a single rotor is responsible for the necessary lifting drive and complex A rotorcraft can be used together with the tail rotor for maneuvering the helicopter.

In KR1020120060590A a quadrotor helicopter is described which is capable of starting and landing vertically and in which the direction of propeller push can be changed in order to be able in this way to be responsible not only for the lift drive but also for the forward drive of the quadrotor helicopter drive.

Contents of the invention

The object that can be considered as the basis of the present invention is to provide a flight device that achieves not only good hovering flight characteristics but also high cruising flight speeds.

Such a task can be solved with a flying device according to the main claim. Advantageous embodiments of the invention are defined in the subclaims and the ensuing description.

According to one aspect of the invention, a flying device is proposed which has a load-bearing structure, a wing structure, at least three lifting rotors and at least one propulsion drive. The wing structure is here fastened on the carrier structure. The wing structure can also be part of the load-bearing structure of the aircraft. The wing structure is designed to generate a lifting drive force for the flying device during a horizontal movement of the flying device, and for this purpose the wing structure has at least one bearing surface, which is provided with Generates a dynamic lift-driven profile. Each of the lifting rotors is fastened at the load-bearing structure. Each lift rotor here has a propeller and each lift rotor is designed to generate a lift drive force acting in the vertical direction for the aircraft by rotating the propeller. The push drive is designed to generate a push force acting in the horizontal direction on the support structure.

Briefly summarized, the idea underlying the invention can be seen in particular from the fact that a flying device in the form of a multirotor helicopter is equipped on the one hand with at least three lifting rotors that generate a vertical propulsion, by means of which propelling the flying device to be able to start vertically and to land and to levitate, and additionally on the other hand to provide a push drive mechanism capable of generating a push acting in the horizontal direction, so that after the rotor is stopped, the flying device can The rotor is accelerated to a high cruising speed independently of the lift. In addition, the flying device is provided with a wing structure, at least one bearing surface providing a dynamic lift drive when the flying device is accelerated to a sufficiently high cruising flight speed.

The bearing surface of the wing structure is preferably dimensioned in such a way that at the cruising flight speed to be reached by the aircraft, it can only provide a sufficient lifting drive for the aircraft and thus at cruising speed. The lift drive generated by the lift rotor can be foregone at flying speeds.

For example, the supporting surface can be pivotally or rotatably mounted on the supporting structure or on the fuselage, so that the supporting surface is in a pivoting position in the hovering state or during hovering flight and In the swung-in state during cruise flight. In this case, the sweep angle of the wing structure increases by pivoting the load-bearing surface and decreases by pivoting. In this case, the sweep angle specifies the angle between the front edge of the respective load-bearing surface and the transverse axis of the aircraft. With reference to the flight direction, a distinction can be made between a negative sweep angle (that is to say a load bearing surface swept forwards and backwards) and a positive sweep angle (that is to say a load bearing surface swept backwards). This connection is explained in more detail in the description of the figures.

Furthermore, it is possible to provide a configuration of the flight device with three load-bearing surfaces or three load-bearing surfaces. The load-bearing surfaces can also be connected to one another via connecting structures or connecting elements, as is the case, for example, in ring-shaped wings. In this case, the propeller can be fastened at the connecting structure or connecting element via brackets or a nacelle. Preferably, the propeller is fastened at the load-bearing surface, the load-bearing structure, the bracket, the connecting structure, the connecting element or the nacelle.

A flying device according to the invention with a combination of at least three lifting rotors and at least one propulsion drive and a suitably configured wing structure not only has the desired good hovering flight characteristics but also can achieve high cruising flight speeds . In this case, the lifting rotor can, for example, be responsible for the necessary lifting drive during start-up or landing or in hovering flight, that is to say if the horizontal speed of the aircraft is lacking or low. Independently of the lifting rotor, the push drive mechanism is capable of accelerating the flying device in the horizontal direction, wherein, at a sufficiently high horizontal speed, dynamic forces induced by at least one bearing surface of the wing structure The lift drive can be high enough to carry the flying equipment.

The individual components of the proposed aircraft are relatively simple to construct and control. In particular, the lifting rotor can be designed such that the plane of rotation, in which the rotor blades of the lifting rotor rotate, is in constant relation to the motor-driven rotor shaft of the lifting rotor.

In other words, the lifting rotor of the aircraft device can be designed mechanically in a simple manner and, for example, a simple propeller can be coupled directly to the motor-driven shaft. In particular, it is not necessary for the rotor blades of the lifting rotor to be connected by means of complex mechanisms, such as oscillating blades, as in helicopters with a motor-driven rotor shaft. In particular, it is not necessary to vary the angle of attack (Anstellewinkel) or the angle of inclination (Neigungswinkel) of the individual rotor blades during the rotation of the rotor in order to also ensure in this way the forward drive of the flight device, the hovering of the flight device (Rollen ), pitch (Nicken) or yaw (Gieren). Instead, the forward drive can be brought about in the proposed flying device by means of an additional push drive mechanism. The hovering, pitching or yawing of the flying device can be brought about by a change in the lifting drive force which is produced correspondingly by generally at least four lifting rotors.

In a particularly simple embodiment, the propeller blades of the lifting rotor can be rigidly connected to the rotor shaft. A propeller thus provided with rigid blades has no movable parts. Thereby, the propeller is robust and requires no eg mechanical or control means to be able to control the variable arrangement of the propeller blades. In particular, the propeller can be in one piece. The lifting drive produced by a lifting rotor of such a simple design is primarily dependent on the rotation speed or rotational speed at which the propeller is operated and can thus be controlled simply by suitably actuating the driving motor.

Alternatively, the lift rotor can be of a more complex design and a propeller blade of the lift rotor can be connected to the rotor shaft in a pivotable manner such that the pitch of the propeller blades can be varied.

In other words, the angle that the propeller blades occupy with the plane of rotation in which the propeller blades rotate can vary. In this case, such a change in the pitch of the propeller blades can preferably be brought about jointly for all propeller blades. In particular, the pitch of the propeller blades can be varied independently of the actual position of the rotating propeller blade, that is to say the propeller blade does not change in its pitch during rotation as in a helicopter with a oscillating blade. , but the pitch of the propeller blades remains largely constant during rotation. Such a relatively slow change in pitch of the propeller blades can be induced simply and with robust machinery.

By varying the pitch of the propeller blades, the propulsion of the lifting rotor and thus the lifting drive force resulting therefrom can be influenced without necessarily changing the rotational speed, ie the rotational speed, of the propeller. Such lifting propellers with jointly pivotable propeller blades are also referred to as regulating propellers.

In principle, it can be sufficient that the proposed flying device is equipped with only three lifting rotors. Each of the lifting rotors should be able to be activated separately here, that is to say the thrust caused by one of the lifting rotors should be variable independently of the other lifting rotor. At least three lifting rotors are fastened in this case in a position of the flying device in which they jointly and clearly span a plane, ie the lifting rotors are not supposed to be arranged linearly one behind the other along a common straight line. By suitably activating the three lift rotors for generating different lift drive forces, the plane spanned by the lift rotors and thus the entire flying device can be tilted.

As long as the lifting rotors are oriented such that the sum of the thrusts generated therefrom act substantially vertically downwards, the flying device can be suspended in a fixed position and the flying height of the flying device can be varied by varying the strength of the total pushing . Starting from such a hovering flight, the propulsion produced by the individual lifting rotors changes, which can result in the overall propulsion acting on the flying device no longer acting vertically downward. The flying device can thus be tilted forwards, backwards or to one of the sides, and thereby adopt a forward or backward direction of travel or initiate a circle.

By being limited to only three lifting rotors, it is possible to save components and thus weight in the proposed flying device. However, with only three lifting rotors it is generally difficult to turn the flying device about its vertical axis, that is to say deflect.

It can therefore be advantageous if the proposed flying device is equipped with at least four lifting rotors similarly as in a quadrotor helicopter. The four lifting rotors can preferably be activated independently of one another. Since the position or inclination of the flying device can already be specified by the thrust produced by only three lifting rotors, the provision of an additional fourth lifting rotor opens up the possibility that the flying device can also be swiveled. The flying device can thus be brought into any desired position and flight direction by suitably actuating the four lifting rotors. Such a flying machine with four or more lifting rotors can also be steered precisely and flexibly, in addition to good hovering flight characteristics.

The proposed flying device should have a load-bearing structure and a wing structure. The load-bearing structure should provide the structural strength of the aircraft so that not only the wing structure but also the lifting rotor can be stably fastened to the aircraft. When the aircraft is operating at a sufficiently high cruising flight speed, the wing structure should be able to provide a dynamic lift drive by means of a suitably designed load-bearing surface.

It should be pointed out that the fact that two separate concepts are used for the load-bearing structure and the wing structure does not mean that the functions to be performed by the load-bearing structure and the wing structure must necessarily be determined by Separate the actual structure implementation. For example, the function of the carrier structure and the function of the wing structure can be realized by different structural parts of the proposed aircraft or however also by the same structural part of the aircraft. As an example, a wing of an aircraft can act both as a load-bearing surface causing a dynamic lift drive and thus as part of the wing structure, and as a mechanical interconnection of other parts of the aircraft and thus as a load-bearing surface. Parts of the structure work. For example, the airfoil can have an outer layer that contours the load-bearing surface formed thereby and is thus part of the airfoil structure. At the same time, the wing can have internal components, such as struts, which provide the mechanical strength and which, for example, fasten the wing layers so that they can be used as load-bearing elements. structure.

In an advantageous embodiment, the carrier structure is designed together with the wing structure as a so-called twin wing structure. In such a double-wing structure, at least one elongated fuselage is provided, from which two load-bearing surfaces arranged one behind the other in the horizontal direction protrude transversely.

In such a two-wing structure, the fuselage can be used jointly with the load-bearing structure in the load-bearing face protruding from the fuselage as load-bearing structure. In this case, one of the lifting rotors can be respectively arranged on each of the bearing surfaces. If, for example, two pairs of bearing surfaces are provided, the first pair of bearing surfaces and the second pair of bearing surfaces can have different sweep angles. If the first pair of load-bearing surfaces has a negative sweep angle and the second pair of load-bearing surfaces has a positive sweep angle, the x-shaped arrangement of the load-bearing surfaces results in a plan view of the aircraft device. shape. Furthermore, the aspect ratio (Flügelstreckung) can be increased in that an insert wing (Ansteckflügel) can be inserted at the load-bearing surface already integrated into the load-bearing structure, so that the wing structure or load-bearing face The wingspan (Spannweite) is enlarged. Aspect ratio is understood by professionals in the field of aircraft manufacturing as the ratio of the square of the span of the two load-bearing surfaces to the wing area obtained in a top view of the flying device.

For example, the two pairs of support surfaces of the double-wing structure can also be arranged offset from one another along the vertical axis of the aircraft, ie in the z-direction.

It should be noted that it is also possible to provide a plurality of elongated fuselages as part of the load-bearing structure. For example, two elongate fuselages are arranged next to each other parallel to the direction of flight and are connected to one another via at least one further bearing surface or further bearing surfaces.

The lifting rotors are thus arranged distributed over the flight device in a planar manner and can thus ensure good hovering flight characteristics. Preferably, the lifting rotor can be arranged accordingly in the end region of the load-bearing surface, that is to say at approximately the maximum lateral distance from the fuselage. In addition, four support surfaces of the two support surfaces arranged one behind the other can each be responsible for a dynamic lift drive at sufficient cruising flight speeds. These bearing surfaces and the lifting rotor can be designed in such a way that they achieve approximately the same lifting drive in hovering flight or at the cruising flight speed that is being sought. The load-bearing structure of the flying device can be suitably designed and dimensioned to be able to withstand such lifting drive forces. Accordingly, the load-bearing structure can be optimized with regard to its strength and its weight.

A nacelle can be arranged on each of the bearing surfaces, on which nacelle is arranged one of the lifting rotors in each case. For example, a motor for the rotor can be accommodated in the nacelle. During cruising flight, the nacelle can be advantageously configured with respect to the air flow generated by the rotor and/or with respect to the air flow flow.

In particular, a guide (Leitwerk) or a rudder (Ruder) can be arranged on each of the support surfaces. By means of such guides or rudders, the lift drive produced by the twin-wing structure can be suitably influenced, for example, during acceleration to cruising flight speed and concomitantly during gradual deceleration of the lift rotor.

In an alternative design, the load-bearing structure together with the wing structure can be designed as an elongated fuselage with only two laterally protruding load-bearing surfaces, as in conventional aircraft. In this case, one of the lifting rotors can be arranged on each of the load-bearing surfaces and at least one further lifting rotor can be arranged on the fuselage, preferably each at an end of the fuselage. Two further lifting rotors are arranged.

In a further alternative, the carrier structure can be designed jointly with the wing structure as a single wing structure. In such a single-wing structure, the overall load-bearing structure and the overall wing structure are formed by a single load-bearing surface-shaped wing with internally located mechanically stabilizing load-bearing components. In this case, the wing can have a shape that is swept back in plan view. The lifting rotor and the propulsion drive can be arranged in suitable regions of such a single-wing structure.

In addition, in particular in the case of aircraft constructed with such a single-wing structure, but also in the above-described aircraft with a double-wing structure or in structures similar to those in conventional aircraft, it can be advantageous that , the load-bearing structure is enlarged with a protruding nacelle, at which nacelle the lifting rotor and/or the push drive mechanism can be fastened.

Especially in the case of aeronautical devices constructed with a twin-wing structure as described above, but also in other configurations of the load-bearing structure and the wing structure, it can be advantageous or even mandatory that the lifting rotor be as follows The design and arrangement and the wing structure are selected such that the sum of the propulsion that can be generated by the lifting rotor is guided substantially through the center of gravity of the aircraft and the neutral point of the wing structure is relative to The center of gravity of the flying device can be positioned suitable for level flight. A stable hovering flight can be achieved by such an arrangement of the lifting rotor. A corresponding design of the wing structure also makes it possible to achieve aerodynamically stable flight conditions at cruising flight speeds.

The lift rotor of the aircraft device can be designed to lock a corresponding propeller blade of the lift rotor in a defined rotational position. Such a movement of the propeller blades when the aircraft is moved horizontally driven by the propulsion drive at a high cruising flight speed and the load-bearing surface of the wing structure generates a sufficiently dynamic lifting drive here. In particular, locking can be advantageous, so that no additional lift drive needs to be generated by the lift rotor. In such a flight situation it is advantageous if the propeller blades of the lifting rotor are locked in the rotational position such that on the one hand they generate the lowest possible air resistance during cruising flight and on the other hand generate the lowest possible air resistance. Possibly low forces acting on the propeller blade horizontally and/or vertically due to the flow of air flowing past the propeller blade.

The propeller of the lifting rotor can have exactly two propeller blades, for example. Such propellers have high efficiency on the one hand and low unbalance on the other hand. Furthermore, such a propeller with two propeller blades is particularly advantageous for the proposed flying device, since the propeller can be locked in a rotational position in the cruising flight position in that the propeller extends parallel to the flight direction . In such a rotational position, the locked propeller creates minimal air resistance.

However, it is also possible to provide a single-bladed propeller. The single-bladed propeller has a mass at the end protruding beyond its rotor shaft, which acts as a counter-mass relative to the single-bladed propeller. The single-bladed propeller can, for example, be part of a lifting rotor of the flight device, which contributes to the lifting drive of the flight device in a hovering flight state. For the cruising flight state, the single-bladed propeller can be arranged in an orientation parallel to the elongated nacelle, so that the single-bladed propeller stops substantially parallel to the flight direction or the longitudinal direction of the flight device orientation. The single-bladed propeller and the nacelle are then oriented in alignment with each other, which reduces air resistance during cruising flight of the flying device. The nacelle can in turn be accommodated at the end of the load-bearing surface.

Preferably, in the proposed flying device, said lift rotor and said push drive mechanism are driven by motors that can be triggered independently of each other. On the basis of such motors which can be activated separately from one another, the lifting drive generated by the lifting rotor on the one hand and the forward drive generated by the thrust drive mechanism on the other hand can be controlled independently of one another in the flying device. In particular, the hovering or pivoting of the flying device to be effected by the lifting rotor can be controlled independently of the level of forward drive to be produced by the propulsion drive. In this case, the lift rotors can also be activated correspondingly with increasing cruising speed to generate a lower lift drive in order to be able to take account of the dynamic lift drive then caused by the bearing surface of the wing structure.

Preferably, each of said lifting rotors is drivable by an electric motor. The electric motor can be precisely and quickly controlled with respect to its rotational speed, so that the lifting drive generated by a lifting rotor can be changed quickly and precisely in order to introduce or control a specific flight movement of the flying device. Especially in multi-rotor helicopter-type flight systems, precise and rapid control of the vertical propulsion generated by the individual lift rotors can be important for a reliable, stable and possibly flexibly steerable flight behavior.

In a particular embodiment of the proposed aircraft, the propulsion drive can be driven by an internal combustion motor and the internal combustion motor can be coupled here additionally to a generator for an electric motor arranged on the lifting rotor Provide electrical energy. In such aircraft of the type provided with a hybrid drive, the propulsion force acting in the horizontal direction can be brought about by the internal combustion motor of the propulsion drive mechanism. In this case, the internal combustion motor can be realized in the form of a piston motor or an injection drive or the like. In this case, fuel for such an internal combustion motor can be carried with the aircraft in sufficient quantities so that the propulsion drive can be operated for a longer period of time and thus the aircraft can be operated with Cruise flight speeds fly for longer periods of time in order to reach, for example, distantly located destinations. However, in contrast to the propulsion drive mechanism, the lifting rotor is preferably driven by an electric motor in order to be able to use the electric motor during hovering flight or during start-up or landing which is simpler and more precise than an internal combustion motor controllability. The electrical energy for the electric motor can be provided by a generator coupled to the internal combustion motor, wherein the electrical energy can either be directly supplied to the electric motor by the generator or can first be stored In an electrical energy store, such as a battery, it is then used when required by the electric motor.

It should be pointed out that possible features and advantages of the flying device according to the invention are explained here with reference to different embodiments. A person skilled in the art understands that different features can be combined or replaced in a suitable manner in order to obtain other embodiments of the flying device according to the invention.

In an alternative configuration, the flying device can have at least one support surface which is mounted on the support structure so as to be pivotable or rotatable about an axis of rotation. The axis of rotation is aligned here, for example, parallel to a vertical axis or a pivot axis of the aircraft.

In an alternative embodiment, the flying device has a second support surface which is mounted on the support structure so as to be pivotable about the axis of rotation, wherein the at least one support surface and the The second bearing surface is in a swinging state for hovering flight.

Furthermore, the at least one load bearing surface and the second load bearing surface can be in a swivel position for cruising flight, wherein front edges of the load bearing surfaces are at least partially oriented in alignment with one another.

Together with the wing structure, the load-bearing structure can likewise be designed as a double-wing structure with an elongated fuselage and two pairs of load-bearing surfaces arranged one behind the other in the horizontal direction, protruding from the fuselage, Such that the first pair of load bearing surfaces has a first sweep angle that is different from the second sweep angle of the second pair of load bearing surfaces. In this case, the sweep angle specifies the angle between the transverse axis of the flying device and the front edge of the load-bearing surface.

In an alternative configuration of the flying device, the first pair of bearing surfaces and the second pair of bearing surfaces are connected by at least one connecting structure. In this case, the at least one connecting structure has an elongated shape and is oriented parallel to the elongated fuselage. Furthermore, the at least one connecting structure can have a guide.

In an alternative construction solution, the first pair of bearing surfaces and the second pair of bearing surfaces are arranged to be staggered from each other along the vertical direction. The vertical direction here means an axis that is parallel to the vertical axis or the pivot axis of the flight device and is oriented, for example, perpendicular to the longitudinal direction and the transverse axis of the flight device.

In a further alternative embodiment, the propeller of the lifting rotor is designed as a single-blade propeller.

Description of drawings

Next, embodiments of the present invention will be described with reference to the drawings, wherein neither the drawings nor the descriptions are intended to limit the present invention.

Figure 1 shows a perspective view of a flying device with a double-wing structure according to the present invention;

FIG. 2 shows a top view of the flying device derived from FIG. 1;

Figure 3 shows a perspective view of the flying device according to the invention together with the forces acting on it;

Figure 4 shows a possible configuration for the drive of the flying device according to the invention;

Fig. 5 shows a top view of a flying device with two bearing surfaces in a swinging state according to the present invention;

FIG. 6 shows a top view of a flying device according to the invention with two carrying surfaces in a swiveled state;

Fig. 7 shows a perspective view of a flying device with a double-wing structure according to the present invention, wherein the bearing surface is swept back;

Fig. 8 shows a top view of a flying device with another double-wing structure according to the present invention, wherein the load-bearing surface is swept back;

Figure 9 shows a top view of a flying device with six lifting rotors according to the invention;

FIG. 10 shows a top view of an aircraft according to the invention having two elongated fuselages arranged parallel to each other and two pairs of load-bearing surfaces on which lifting rotors are placed;

FIG. 11 shows a top view of a flying device according to the invention with two pairs of load-bearing surfaces and two elongated fuselages arranged parallel to each other, on which fuselages a lifting rotor is placed;

Figure 12 shows a perspective view of a flying device according to the invention with a load-bearing structure having two pairs of load-bearing surfaces with different sweep angles;

FIG. 13 shows a top view of a flying device according to the invention with a load-bearing structure having two pairs of load-bearing surfaces with different sweep angles;

Figure 14 shows a top view of the flying device according to the invention, wherein the fuselage is integrated into the carrying surface;

FIG. 15 shows a top view of a flying device according to the invention with a load-bearing structure having an elongated fuselage, a pair of load-bearing surfaces and lifting rotors arranged at connecting elements;

FIG. 16 shows a top view of a flying device according to the invention with a load-bearing structure having an elongated fuselage, a pair of load-bearing surfaces and a connecting element arranged centrally on the load-bearing surfaces and fastening the lifting rotor at said connecting element;

17 shows a perspective view of a flight device with a load-bearing structure having a fuselage, two pairs of load-bearing surfaces arranged one behind the other in the longitudinal direction, and two elongated connecting elements arranged parallel to the longitudinal direction;

FIG. 18 shows a perspective view of an elongated nacelle with a single-blade propeller fastened to a load-bearing surface.

The figures are only schematic and not to scale. The same reference numbers in the figures indicate the same or identically acting features.

detailed description

A perspective view and a top view of a flying device 1 according to an embodiment of the invention are shown in FIGS. 1 and 2 .

In the illustrated embodiment, the flying device 1 has a twin-wing structure, in which four rotors equipped with propellers are arranged at each end of one of the bearing surfaces 3 similarly as in a quadrotor helicopter. One of the 5 lift rotors of the 7. The lifting rotor is arranged on the nacelle 6 at the end of the bearing surface 3 .

The flying device 1 has a support structure 27 and a wing structure 15 .

The support structure 27 gives the aircraft device 1 the required mechanical strength in order, for example, to transmit the forces generated by the lifting rotor 5 or by the bearing surface 3 between the individual regions of the aircraft device 1 . For this purpose, the load-bearing structure 27 has, for example, transverse beams, longitudinal beams and frames (spant), with which the elongated fuselage 13 and the load-bearing parts of the load-bearing surface 3 can also be formed. The carrier structure can also be used to hold, for example, the camera system 30 .

The wing structure 15 also forms load-bearing surfaces 3 of the aircraft. Each of the bearing surfaces 3 of the wing structure 15 has a suitable contour in order to generate a lifting drive onto the flying machine 1 by a dynamic lifting drive when the flying machine 1 moves horizontally.

In the example shown in FIGS. 1 and 2 , the load-bearing structure 27 is designed jointly with the wing structure 15 as a double-wing structure, wherein the elongated fuselage 13 is provided with two pairs arranged one behind the other in the horizontal direction. The bearing surface 3 protrudes laterally and almost vertically from the fuselage 13 .

The bearing surface 3 of the wing structure 15 is configured as follows and is arranged at a suitable position on the fuselage 13 such that the neutral point of the wing structure 15 is relative to the center of the aircraft 1 . The center of gravity is suitable for the positioning of the flying device 1 for level flight. In this case, a neutral point of an airfoil structure carrying the airfoil contour or having several carrying airfoil contours can be understood as a fixed point with a constant torque in the region of large angles of attack.

Furthermore, guides 21 , 23 in the form of flaps or rudders can be provided both on the front bearing surface 3 a of the bearing wing pair and on the rear bearing surface 3 b of the bearing surface, which guide The mechanism can be used as an altitude rudder (Hähenruder) or altitude guide (Höhenleitwerk) similarly to conventional aircraft at higher cruising speeds in the horizontal direction. Furthermore, lateral guides or lateral rudders 25 can be provided on the tail of the fuselage 13 .

At the end or end region of each of the bearing surfaces 3a, 3b, one lifting rotor 5 is arranged at the nacelle 6, so that a total of four lifting rotors 5 are arranged in a common plane and in a virtual the four corners of the quadrilateral.

Each of the lifting rotors 5 has a propeller 7 which is rotatably driven via a rotor shaft 19 and a motor. The propeller 7 can be a rigid, preferably one-piece propeller, so that the lift drive produced by the lift rotor 5 can only be changed by changing the rotational speed of the propeller 7 . Alternatively, the propeller 7 can be a regulating propeller, wherein the pitch of the propeller blades 29 can be varied and in this way the lift drive produced by the lift rotor 5 can be varied even while the rotational speed remains the same.

As shown in FIG. 3 , each of the lifting rotors 5 is designed to generate a lifting drive force F1 , F2 , F3 , F4 . In this case, the lifting rotor 5 should be positioned and oriented on the aircraft 1 in such a way that the sum of the lifting drive forces generated by the lifting rotor extends almost through the center of gravity of the aircraft 1 (in particular at all lift rotor 5 while operating uniformly). In this case, the overall thrust that can be generated by the lifting rotor 5 should be sufficient for lifting and levitating the flying device 1 . In this case, the lifting rotors 5 rotate partially in opposite directions, as indicated by the arrows in FIG. 3 , so that the moments generated by the lifting rotors 5 essentially cancel each other out.

By varying the lifting drive forces F1 , F2 , F3 , F4 produced by the individual lifting rotors 5 , the total thrust generated in sum and acting on the flying device 1 can be varied in magnitude and direction and the flying device 1 In this way, it is possible to ascend or descend, move forward or backward or tilt to one of the sides or rotate itself about the vertical axis of the flying device, so that flying movements such as forward flight, hovering and/or yawing can be brought about.

As a result, in principle all flight movements can be realized in the proposed flying device 1 , similar to those already brought about by suitable triggering of the different lifting rotors 5 as in quadrotor helicopters. However, the achievable cruising speed at which the flying device 1 can move in the horizontal direction is limited by physical effects.

In order to achieve high cruising flight speeds, the proposed flying device 1 is therefore additionally equipped with a propulsion drive 9 , by means of which a propulsion force F5 acting in the horizontal direction can be generated (see FIG. 3 ).

In the example shown, the propulsion drive 9 is constructed by means of a propulsion propeller 11 driven by an additional motor and is arranged at the tail of the fuselage 13 . The push drive 9 can however also use other drive mechanisms, for example a jet drive. The propulsion drive 9 should be sufficiently dimensioned, that is to say achieve a sufficient power output, to be able to accelerate the aircraft 1 to a relatively high cruising flight speed, for example up to 800 km/h.

In the aircraft 1 accelerated by the propulsion drive 9 , an increasingly dynamic lift drive occurs on the contoured load-bearing surface 3 with increasing cruising flight speed. The dynamic lift drive helps to keep the flying device 1 in the air, so that the lifting drive forces F1, F2, F3, F4 generated by the lifting rotor 5 can be gradually reduced until the flying device 1 has Sufficiently high cruising flight speeds in the horizontal direction are achieved, wherein the overall lifting drive for the flying device that is necessary to maintain the flight altitude is produced by the support surface 3 .

At such a cruising flight speed, the lifting rotor 5 can be stopped. In particular, it is provided that the propeller 7 of the lifting rotor 5 is locked in a position in which it generates the lowest possible air resistance and the lowest possible force acts on the propeller 7 .

In the example shown, the propeller 7 is equipped with only two propeller blades 29 for this purpose, so that the linearly extending propeller 7 with its propeller blades 29 can be oriented in the direction of flight during cruising flight and can be locked in this direction. Orienting. Alternatively, it can also be provided that the propeller 7 is folded during cruising flight or that the propeller 7 or the entire lifting rotor 5 is reduced during cruising flight, for example in a nacelle arranged at the end of the corresponding load-bearing surface. 17 lowered.

A possible variant of an advantageous hybrid drive system for an aircraft 1 according to the invention is shown in FIG. 4 .

The main motor 31 is used here to drive the propeller 11 . The main motor 31 thus together with the propulsion propeller 11 forms a propulsion drive mechanism 9 for generating a propulsion force F5 acting on the flying device along the horizontal direction. The main motor 31 can be any motor type that is suitable for achieving sufficient power for level flight when higher cruising speeds are desired. The main motor 31 can be, for example, a diesel motor, a gasoline motor, a triangular piston motor, a gas turbine, an electric motor supplied by a fuel cell, or the like.

In addition to propeller propeller 11 , main motor 31 also drives an electric generator 33 . The generator 33 converts the mechanically available drive energy provided by the main motor 31 into electrical energy and supplies the electrical energy via lines 35 to a plurality of electric motors 37 for availability. The electric motor 37 is here part of the lifting rotor 5 of the quadrotor-like flying machine 1 , which is arranged at the end of the bearing surface. The electric motor 37 can correspondingly drive the propeller 7 fastened there via the rotor shaft 19 . The rotational torque acting on the propeller 7 and thus the rotational speed exhibited by the propeller 7 can be varied very precisely and quickly by means of the electric motor 37 . In order to be able to supply and activate the four electric motors 37 with electric power, a power electronics control unit 39 is provided in the generator 33 .

Instead of the previously described hybrid drive system, the proposed flying device 1 can also be operated with other drive systems. For example, the lift rotor 5 can also be driven by means of an internal combustion motor. Alternatively, a central motor can be provided for the entire drive system and a plurality of lift rotors can be coupled to this motor via power transmission shafts, wherein clutches and/or transmissions can optionally be provided in the associated drive train. The lift drive to be generated by the lift rotor 5 can be varied here by changing the rotational speed and/or by changing the adjustable pitch of the propeller blades of the lift rotor. Each of the lifting rotors 5 can also be driven by a separate electric motor, wherein the electric motors themselves can be driven by the main motor.

The drive possibilities described, such as, for example, a hybrid drive system, can be combined with all embodiments explained above and below. This is possible because in the illustrated embodiment both at least one propulsion drive 9 and at least three lift rotors 5 are always provided.

FIG. 5 shows a plan view of a flying device 1 with a support structure 27 having two support surfaces 3 that can pivot relative to each other. In the illustrated configuration, the flying device 1 is in a hovering flight state 40 , wherein the carrying surface 3 is in a swivel state. The support surface 3 is mounted pivotably or rotatably about an axis of rotation 42 here. The axis of rotation 42 is arranged, for example, parallel to the vertical axis and/or the pivot axis of the aircraft device 1 and extends through the elongated fuselage 13 of the aircraft device 1 . In this case, the supporting surfaces 3 protrude correspondingly from the elongated fuselage 13 in plan view, so that the two supporting surfaces 3 intersect in the region of the axis of rotation 42 . In other words, the left load-bearing surface extends beyond the elongated fuselage 13 to the right of the aircraft 1 and the right load-bearing surface extends beyond the elongated fuselage 13 to the left of the aircraft. on the side. It should be considered here that the left bearing surface of the fuselage 13 refers to the bearing surface located on the left side along the flight direction, wherein the flight direction indicates that the push drive mechanism 9 utilizes the push propeller 11 The horizontal direction into which the push acts. Similarly, the right bearing surface of the fuselage 13 refers to the bearing surface located on the right side along the flight direction. The part of the left bearing surface protruding onto the right side of the fuselage 13 can be smaller in area than the part of the left bearing surface on the left side of the fuselage 13 . Similarly, the portion of the right bearing surface protruding onto the left side of the fuselage 13 can be smaller in area than the portion of the right bearing surface on the right side of the fuselage 13 .

The wing front edge 45 or the load-bearing front edge can be arranged obliquely relative to the transverse axis 60 of the elongated fuselage 13 at a predetermined sweep angle φ. A person skilled in the field of aircraft construction understands a transverse axis 60 to mean an axis oriented perpendicular to the longitudinal direction 50 of the fuselage 13 and perpendicular to the vertical axis of the aircraft. The sweep angle φ is measured, for example, between the transverse axis 60 of the fuselage 13 and the front edge 45 of the bearing surface 3 . The sweep angle or sweep angle φ of the support surface 3 can be adapted, for example, to the flight speed of the flying device 1 in level flight. Furthermore, the sweep angle φ can be continuously reduced during the transition from the hovering flight state 40 to the cruising flight state (which will be described in detail below). Arrow 44 shows the movement of support surface 3 during the transition from hovering flight state 40 to cruising flight state, that is to say from the pivoted state to the swung-in state. The locking of the bearing surface 3 at a defined sweep angle can be provided by corresponding locking devices for the bearing surface 3 . The transverse direction 60 of the elongated fuselage 13 can be oriented perpendicular to the axis of rotation 42 and/or perpendicular to the horizontal. The horizontal direction is, for example, parallel to the longitudinal direction 50 of the elongated fuselage 13 of the aircraft 1 . The pivotable bearing surfaces each have two lifting rotors 5 , wherein each of the lifting rotors 5 has a propeller 7 . Lifting rotor 5 is positioned and oriented on flying machine 1 in the swiveled state such that the sum of the lifting drive forces generated thereby extends almost through the center of gravity of flying machine 1 (in particular at the same time uniformly when operating all lift rotors 5). This achieves a hovering flight state 40 in which the flying device 1 does not move or moves only slightly in the horizontal direction. For example, one lifting rotor 5 of the left bearing surface is arranged on the left side of the fuselage 13 and the other lifting rotor 5 is arranged on the right side of the fuselage 13 where the left bearing surface protrudes partly on. Similarly, one lifting rotor 5 of the right bearing surface is arranged on the right side of the fuselage 13 and the other lifting rotor 5 is arranged on the part of the right bearing surface protruding to the left side of the fuselage 13 superior. During the transition from the hover flight state 40 into the cruising flight state, the rotational speed of the propeller 7 of the lifting rotor 5 can be continuously slowed down so that it eventually stops in the cruising flight state.

FIG. 6 shows a plan view of a flying device 1 with a support structure 27 having two support surfaces 3 that can pivot relative to each other. In the shown configuration, the flying device 1 is in a cruising flight state 41 , wherein the carrying surface 3 is in the swiveled-in state. In the cruising flight state 41 the sweep angle φ is smaller than in the hovering flight state 40 . In the swiveled position, the front edge 45 of the left support surface can be oriented in alignment with the front edge of the part of the right support surface that protrudes beyond the fuselage 13 . Similarly, in the swiveled-in position, the front edge 45 of the right support surface can be oriented in alignment with the front edge of the part of the left support surface that protrudes beyond the fuselage 13 . Propeller 7 of lifting rotor 5 is stationary in the swivel state and is oriented such that it generates the lowest possible air resistance in cruising flight state 41 . For example, the elongated propeller 7 is then oriented along its longitudinal direction parallel to the horizontal or longitudinal direction 50 of the fuselage 13 .

The sweep angle φ of the support surface 3 can be as large as between 0° and 90° both in the swivel state and in the swivel state. If the sweep angle φ is greater than 0 degrees, then there is a positive sweep angle. If the sweep angle φ is less than 0 degrees, then there is a negative sweep angle. If said sweep angle φ is equal to 0 degrees, then there is no sweep. In the flying device 1 according to the invention, both positive and negative sweep angles of the load-bearing surface 3 are possible. Likewise, the bearing surface 3 can be unswept. Positive and negative sweep angles can be provided in all embodiments described above and below.

FIG. 7 shows a perspective view of a flying device 1 with a double wing structure. In this case, the elongated fuselage 13 and two pairs of support surfaces 3 extending from the fuselage 13 are formed one behind the other in the horizontal direction. The first pair of bearing surfaces 3 a has a negative sweep angle with a sweep angle φ between 0 and −90 degrees and the second pair of bearing surfaces 3 b has a negative sweep angle with a sweep angle φ between 0 and 90 degrees. The positive sweep angle of . In the illustrated embodiment, the first pair of bearing surfaces 3 a is arranged in front of the second pair of bearing surfaces 3 b taking into account the direction of flight, so that in a plan view of the flying device 1 , the first The outer shape of the x-shaped arrangement of the pair of bearing surfaces 3a and the second pair of bearing surfaces 3b. The first pair of bearing surfaces 3 and the second pair of bearing surfaces 3 are connected to each other through a connecting structure 46 . Here, the right bearing surface of the first pair of bearing surfaces 3 a is connected to the right bearing surface of the second pair of bearing surfaces 3 b through a connecting structure 46 . Similarly, the left bearing surface of the first pair of bearing surfaces 3 a is connected to the left bearing surface of the second pair of bearing surfaces 3 b through another connection structure 46 . Preferably, two connection structures 46 are therefore provided, however, any desired number of connection structures 46 can be provided. One connection structure 46 can be arranged, for example, at the end of the left support surface of the first pair of support surfaces 3 a and the other connection structure 46 can be arranged, for example, at the end of the right support surface of the first pair of support surfaces 3 a . The connecting structure 46 can have an elongated shape and be oriented parallel to the longitudinal direction 50 of the fuselage 13 . The connection structures ( 46 ) can also be connected to one another via guides 23 . The guide 23 is, for example, a lateral guide or a height guide or a combination of a lateral guide and a height guide. The connection structure 46 can be arranged in such a way that the support surfaces of the second pair of support surfaces 3 b intersect the connection structure 46 and the support surfaces of the first pair of support surfaces 3 a terminate in the connection structure 46 . The connecting structure 46 can also have a lifting rotor 5 with a propeller 7 . In this case, two lifting rotors 5 are each mounted on two connection structures 46 . The lifting rotor 5 is positioned and oriented at the flying device 1 in such a way that the sum of the lifting drive forces generated by the lifting rotor extends approximately through the center of gravity of the flying device 1 (in particular when simultaneously operating all when raising the rotor 5). In this case, a respective lifting rotor 5 is arranged on the connecting structure 46 in the region of the first pair of bearing surfaces 3a and a respective lifting rotor 5 is arranged on the connecting structure 46 in the region of the second pair of bearing surfaces 3b. in the area. Due to the arrangement of the lifting rotor 5 , the flying device 1 can be brought into a hovering flight state 40 . The connection structures 46 can protrude, taking into account the flight direction of the aircraft 1 , behind the push drive 9 arranged on the fuselage 13 , where the two connection structures 46 pass through the guides 23 interconnected. The connecting structures 46 oriented in the longitudinal direction 50 are thus connected to one another via the first pair of bearing surfaces 3 a , the second pair of bearing surfaces 3 b and the guide 23 . The connection structure 46 thus has no direct contact with the fuselage 13 , but is connected to the fuselage via a bearing surface.

FIG. 8 shows a plan view of the arrangement of the flying device 1 , in which the first pair of support surfaces 3 a is arranged in front of the second pair of support surfaces 3 b taking into account the flight direction. Here, the first pair of bearing surfaces 3a has a positive sweep angle and the second pair of bearing surfaces 3b has a negative sweep angle, so that when the ends of each bearing surface are connected to each other by a connecting structure 46 In plan view, the shape of the o-shaped arrangement of the first pair of bearing surfaces 3 a and the second pair of bearing surfaces 3 b results. All load-bearing surfaces 3 are therefore connected at their ends to connection structures 46 such that the two connection structures 46 are oriented parallel to the longitudinal direction 50 of the fuselage 13 . The first connecting structure 46 connects the first pair and the right bearing surface of the second pair of bearing surfaces 3a, 3b and the second connecting structure 46 connects the first pair and the second pair of bearing surfaces 3a, 3b Left bearing surface. Furthermore, the support surface can accordingly have a guide 23 and/or a height-raising drive system, for example a landing flap. The two connecting structures can each have two ends, at which a lifting rotor 5 is respectively arranged. The four lifting rotors 5 are positioned and oriented at the flying device 1 in such a way that the sum of the lifting drive forces generated by the lifting rotors extends approximately through the center of gravity of the flying device 1 (in particular while operating uniformly When all the rotors 5 are lifted), the hovering flight state 40 of the flying device 1 is realized.

FIG. 9 shows a plan view of an arrangement of an aircraft 1 with six lifting rotors 5 . For this purpose, the flying device has a pair of support surfaces 3 and two connecting structures 46 , wherein the connecting structures 46 are oriented parallel to a transverse axis 60 of the flying device. The connection structures 46 are arranged offset relative to one another with respect to the flight direction of the flying device 1 , so that one connection structure 46 is arranged in front of the support surface 3 and one connection structure 46 is arranged behind the support surface 3 . The connecting structure 46 can be provided, for example, with a contour that generates a dynamic lifting drive, so that the lateral arrangement of the connecting structure 46 results in the advantage that the lifting drive is generated via the connecting structure 46 in addition to the support surface 3 . The lifting rotor 5 is arranged on the connection structure 46 , which is oriented parallel to the transverse axis 60 , and at the respective end of the bearing surface 3 . The six lift rotors 5 are positioned and oriented here in such a way that the sum of the lift drive forces generated by them extends almost through the center of gravity of the aircraft 1 (in particular when all lift rotors 5 are actuated uniformly at the same time). Time). As a result, the flying device 1 can implement a hovering flight state 40 . In order to drive the flying device 1 forward in the cruising flight state 41 , a push drive mechanism 9 can be provided at the tail. Furthermore, it can be provided that the two connecting structures 46 are connected to each other at their ends via two further connecting elements 47 , wherein the two further connecting elements 47 are parallel to the elongated fuselage 13 The longitudinal axis 50 is oriented perpendicular to the two connection structures 46 .

FIG. 10 shows a plan view of an aircraft 1 having a load-bearing structure 27 with two elongated fuselages 13 arranged parallel to one another and two pairs of load-bearing surfaces 3a, 3b, at their ends respectively Nacelles 6 each having a lifting rotor 5 are accommodated. The lift rotor 5 can generate the required lift drive in the hovering flight state 40 by means of the lift rotor 5 . The first pair of bearing surfaces 3 a is arranged in front of the second pair of bearing surfaces 3 b taking into account the flight direction of the flying device 1 . Furthermore, two support surfaces 3 c , 3 d arranged offset from one another in the direction of flight are arranged between the two fuselages 13 , said support surfaces 3 c , 3 d connect the two fuselages 13 to one another. The support surfaces 3c, 3d arranged between the fuselages 13 can likewise have a contour that generates a dynamic lifting drive, like the two pairs of support surfaces 3a, 3b. All load-bearing surfaces of the flying device 1 can be unswept, that is to say they have no sweep angle. At each of the two elongate fuselages 13, a propulsion drive 9 can be arranged with respect to the direction of flight in the region of the rear of the fuselage 13, that is to say at the tail. The forward drive of the aircraft 1 occurs in the cruising flight state 41 . This means that a push drive mechanism 9 can be provided at each of the two fuselages 13 at the tail, so that the arrangement shown here has two push drive mechanisms 9 . A height-raising drive system, for example a landing flap, can be arranged on the two pairs of bearing surfaces 3a, 3b.

FIG. 11 shows a top view of an aircraft 1 with a load-bearing structure 27 with two elongated fuselages 13 arranged parallel to one another and with two pairs of load-bearing surfaces 3 a , 3 b. Furthermore, two support surfaces 3 c , 3 d arranged offset from one another in the direction of flight are arranged between the two fuselages 13 and connect the two fuselages 13 to one another. The support surfaces 3c, 3d arranged between the fuselages 13 can likewise have a contour that generates a dynamic lifting drive, like the two pairs of support surfaces 3a, 3b. The two elongated fuselages 13 each have two lifting rotors 5 which are arranged offset to one another along the longitudinal axis 50 of the fuselage 13 . For example, a lifting rotor 5 is arranged at each of the two ends of the elongated fuselage 13 . A total of four lifting rotors 5 which generate a lifting drive in the hovering flight state 40 can thus be provided on the flying device 1 . On one of the two support surfaces 3 c , 3 d arranged between the fuselages 13 , a thrust drive 9 can be arranged, which generates a forward drive in the cruising flight state. Preferably, the propulsion drive 9 is arranged on the bearing surface 3 d in the region of the rear with respect to the flight direction, that is to say between the two tails of the fuselage 13 of the aircraft 1 . In this case, the thrust drive 9 is arranged centrally between the two fuselages 13 in order to transmit the forward drive to the aircraft 1 as uniformly as possible.

FIG. 12 shows a perspective view of a flying device 1 with a load-bearing structure 27 having two pairs of load-bearing surfaces 3a, 3b, wherein each pair of the two pairs of load-bearing surfaces 3a, 3b has a different rear Grazing angle. In this case, the front bearing surface 3a has a negative sweep angle and the rear bearing surface 3b has a positive sweep angle with respect to the flight direction, so that in plan view, as shown in FIG. 13 The shape of the x-shaped arrangement of the support surfaces 3a, 3b is produced in such a way. However, it should be noted that the two pairs of bearing surfaces 3a, 3b do not necessarily have to have the same span or aspect ratio. For example, the rear load-bearing surface 3b has a greater span than the front load-bearing surface 3a in order thereby to achieve a higher aerodynamic efficiency. Likewise, the rear load-bearing face 3b may have a larger airfoil surface than the front load-bearing face 3a and vice versa. At the end of each bearing surface 3 a , 3 b can be arranged a nacelle 6 with one lifting rotor 5 in each case, so that the lifting drive generated by all lifting rotors 5 when operating simultaneously and uniformly extends approximately through the center of gravity of the flying device 1 . However, the nacelle 6 together with the lifting rotor 5 does not necessarily have to be arranged at the ends of the bearing surfaces 3a, 3b. It can be arranged at any point above or below the bearing surfaces 3a, 3b, for example also in the vicinity of the fuselage. The support structure 27 also has an elongated fuselage 13 on which the two pairs of support surfaces 3 a , 3 b are arranged so that the lift drive required for the hovering flight state 40 can be produced. A propulsion drive 9 is arranged in the rear region of the aircraft 1 for generating a forward drive in the cruising flight state 41 . The support surfaces 3 a , 3 b can be arranged in the upper region of the fuselage 13 with respect to the vertical axis or pivot axis of the aircraft 1 , so that when the aircraft 1 is in operation on the ground, there is a contact between the ground and the aircraft 1 . A larger distance between the bearing surfaces 3a, 3b is at hand. Lifting rotor 5 can thus also be arranged below bearing surfaces 3 a, 3 b. The support surfaces 3a, 3b can also be oriented anhedral. Anhedral is understood by a person skilled in the field of aircraft construction to mean a negative V-position of the bearing surfaces 3 a , 3 b in the viewing direction towards the longitudinal direction 50 of the fuselage 13 or the flight direction. That is to say that the carrying surfaces 3 a , 3 b descend relative to the vertical axis of the aircraft 1 starting from the fuselage 13 towards the ends of the carrying surfaces. In particular, the maneuverability of the flying device 1 can be increased by means of a negative V-position. Both a negative V-position of the support surface and a positive V-position of the support surface can be provided in all of the embodiments described above and below. In a positive V position, the load-bearing surface 3 is raised with respect to the vertical axis of the aircraft 1 starting from the fuselage 13 towards the end of the load-bearing surface, so that in the longitudinal direction 50 A V-shaped profile of the support surface 3 results in the viewing direction. It is possible for the front load-bearing surface 3a to have a different span than the rear load-bearing surface 3b. With a suitable arrangement of the bearing surfaces, a higher aerodynamic effect can thus be achieved. For example, the front load-bearing face 3a has a smaller span than the rear load-bearing face 3b. Furthermore, the front load-bearing surface 3 a is arranged on the fuselage 13 at different heights along the vertical axis of the aircraft 1 . For example, the front load-bearing face 3 a is arranged higher with respect to the vertical axis at the fuselage 13 than the rear load-bearing face 3 b, whereby the front load-bearing face 3 a When the flow at the location may be separated, the rear bearing surface 3b continues to generate a lifting drive, so that the flight device 1 can implement aerodynamically or aerodynamically stable flight.

In all embodiments with a double wing structure, that is to say with two pairs of bearing surfaces, the first pair of bearing surfaces 3a and the second pair of bearing surfaces can have different airfoil surfaces. An airfoil surface is understood by a person skilled in the field of aircraft construction to be a surface that is described by means of a plan view of the airfoil (for example in a top view).

FIG. 14 shows a top view of the aircraft 1 , wherein the fuselage 13 is at the same time the load-bearing surface 3 . That is to say, the fuselage 1 is integrated into the carrying surface 3 . Such an embodiment is also referred to as a single wing configuration. The fuselage 13 or the supporting surface 3 has a so-called delta or triangular shape in plan view of the aircraft 1 . In other words, the rear edge sweep of the bearing surface 3 is significantly smaller than the front edge sweep. Four lifting rotors 5 can be arranged on the fuselage 13 or on the load-bearing surface 3 , which are arranged in such a way that the flying device 1 can be brought into a hovering flight state 40 . Here, a lifting rotor 5 is arranged on the tip of the front of the fuselage 13 and a lifting rotor 5 is arranged on the rear edge of the fuselage 13 . Two further lifting rotors 5 are respectively arranged at the two carrying surface ends along the spanwise direction of the carrying surface 3 or transverse direction 60 with respect to the flight direction. In order to keep the flying device 1 in balance during the hovering flight state 40 , the lifting rotor 5 can be operated with different strengths. In other words, the thrust of each of the lifting rotors 5 can be adjusted individually so that, in addition to achieving a state of equilibrium in hovering flight, also a tilting of the flying device 1 (for example around the flying longitudinal direction 50 or transverse axis 60 of the device 1 ). Furthermore, one push drive 9 can be arranged on each of the support surfaces 3 , wherein the push drives 9 are arranged on the respective front edge of the support surface 3 . However, the push drive 9 can also be arranged on the corresponding rear edge of the support surface 3 . The push drive mechanism 9 is in any case arranged such that a forward drive of the flying device 1 in the longitudinal direction 50 takes place.

FIG. 15 shows a plan view of an aircraft 1 with a load-bearing structure 27 , wherein the load-bearing structure 27 has an elongated fuselage 13 , a pair of load-bearing surfaces 3 and connecting elements 47 . The connecting element 47 is arranged, for example as a rod-shaped element or a beam-shaped element, at the end of the carrying surface 3 of the carrying surface 3 and parallel to the longitudinal direction 50 of the flying device 1 or parallel to the The elongated fuselage 13 of the aircraft 1 is oriented. On the connecting element 47 , that is to say on the rod-shaped element, respectively two lifting rotors 5 are arranged offset to one another in the longitudinal direction 50 . As a result, the four lifting rotors 5 generate a corresponding lifting drive for the state of hovering flight 40 . On the fuselage 13 a push drive mechanism 9 is arranged for driving the flying device 1 forward in cruising flight 41 .

As shown in FIG. 16 , instead of being at the ends of the support surface 3 , the connecting element 47 can also be arranged approximately centrally on each of the support surfaces 3 . In other words, the first connecting element 47 is arranged, for example parallel to the longitudinal direction 50 or parallel to the elongated fuselage 13 , between said fuselage 13 and the end of the first bearing surface of the bearing surface 3 approximately at middle, so that the first end of the first connecting element 47 protrudes beyond the front edge of the first bearing surface 3 and the second end of the first connecting element 47 protrudes beyond the first The rear edge of the bearing surface 3 . In a corresponding manner, the second connecting element 47 is arranged parallel to the longitudinal direction 50 or parallel to the elongated fuselage 13 between said fuselage 13 and the end of the second bearing surface 3 of the bearing surface 3 at approximately middle, so that the first end of the second connection element 47 protrudes beyond the front edge of the second bearing surface 3 and the second end of the second connection element 47 protrudes beyond the second The rear edge of the bearing surface 3 . On the connecting element 47 , that is to say on the rod-shaped or beam-shaped element, respectively two lifting rotors 5 are arranged offset relative to one another along the longitudinal direction 50 . The lifting rotors 5 are arranged here, for example, at the respective ends of the two connecting elements 47 protruding beyond the bearing surface 3 , so that the lifting rotors 5 are not located above the bearing surface 3 , but along In the longitudinal direction 50 of the fuselage 13 protrudes beyond the bearing surface. The area above the bearing surface 3 here represents the area on the bearing surface 3 with respect to the vertical axis normally used in aircraft construction.

17 shows a perspective view of an aircraft 1 with a load-bearing structure 27, comprising a fuselage 13, two pairs of load-bearing surfaces 3a, 3b arranged one behind the other in the longitudinal direction 50 and two elongated or Said the rod-shaped connecting element 47 . The load-bearing surface 3 a arranged in the region of the front of the elongated fuselage 13 with respect to the flight direction or longitudinal direction 50 has a positive sweep angle, in contrast to that arranged on the elongated fuselage The load-bearing surface 3 b in the region of the rear of the fuselage 13 has no sweep or a lower sweep than the sweep of the load-bearing surface 3 a arranged in the region of the front of the fuselage 13 . For example, the sweep angle of the first pair of bearing surfaces 3a is between 20 and 30 degrees. The pair of support surfaces 3 a , 3 b can be arranged on the fuselage 13 at different heights with respect to the vertical axis of the aircraft 1 . In other words this means that, for an observer whose viewing direction is the longitudinal direction 50 or flight direction of the flying device 1 , the first pair of bearing surfaces 3 a is arranged below the second pair of bearing surfaces 3 b. The bearing surfaces of the two pairs of bearing surfaces 3 a , 3 b are therefore arranged offset along the vertical axis of the flying device 1 . Four connecting elements 47 are arranged at the respective ends of the carrying surfaces 3 a , 3 b , which extend parallel to the longitudinal direction 50 of the fuselage 13 . Since the carrying surfaces 3a, 3b are arranged on the fuselage 13 at different heights along the vertical axis on a first fuselage side, for example the left fuselage side, the connection elements 47 are also at different heights. The connecting element is arranged at the end of the bearing surface 3a, 3b of the left fuselage side at a height of . In this case, connecting elements 48 can be provided which connect the connecting elements 47 to one another on the fuselage side. The connection part 48 can be a plate-shaped or sheet-shaped component, which includes in particular a guide 23 , such as, for example, a lateral guide of the aircraft 1 . The resulting difference in height of the two support surfaces 3 a , 3 b with respect to the vertical axis can be bridged here by providing a connecting piece 48 for accommodating the lateral guide. On said connecting element 47 , the lifting rotor 5 is again arranged correspondingly. A lifting rotor 5 is arranged at each of the four connection elements 47 . Thus, on both sides of the elongated fuselage 13 the two lift rotors 5 are positioned and aligned offset from one another in the longitudinal direction 50 such that the sum of the lift drives generated by the lift rotors extends approximately Through the center of gravity of the flying device 1 (in particular when operating all lifting rotors 5 simultaneously and uniformly). Furthermore, in the rear region of the elongated fuselage 13 there is provided a propulsion drive 9 for generating the forward drive of the aircraft 1 .

FIG. 18 shows a perspective view of an elongated nacelle 6 with a single-blade propeller 7a. The direction of rotation 70 of the single-blade propeller 7a can likewise be derived from this illustration. The single-blade propeller 7a has a mass 7b at the end protruding beyond its rotor shaft 19, which acts as a counter-mass relative to the single-blade propeller. The single-bladed propeller 7a thus has a first section between the mass 7b and the rotor shaft 19 and a second section between the tips of the blades of the single-bladed propeller 7a and the rotor shaft 19 . Second section. The two sections of the single-blade propeller 7 a are thus located on different sides of the rotor shaft 19 . The length of the first section of the single-bladed propeller 7a is, for example, between a quarter and a third of the total length of the single-bladed propeller 7a, whereas the length of the single-bladed propeller 7a The second section is between two-thirds and three-quarters of the total length of the single-blade propeller 7 a in terms of its length. The single-blade propeller 7 a can be, for example, part of a lifting rotor 5 of the flying device 1 , which contributes to the lifting drive of the flying device 1 for the hovering flight state 40 . The single-bladed propeller 7 a can be brought into an orientation parallel to the elongated nacelle 6 for the cruising flight state 41 , so that the single-bladed propeller 7 a stops substantially parallel to the flight direction of the flying device 1 Or the longitudinal direction 50 is oriented. The single-blade propeller 7 a and the nacelle 6 are then oriented in alignment with each other, which reduces air resistance during cruising flight of the flying device 1 . The nacelle 6 can in turn be arranged at the end of the carrying surface 3 . During cruising flight, the lift drive can be produced by the bearing surface 3 provided with a contour that generates a dynamic lift drive. The forward drive is here ensured by a push drive not shown in FIG. 18 . The single-blade propeller 7 a shown in FIG. 18 can be used in all previously described embodiments, for example as part of a lifting rotor 5 .

Furthermore, two propellers can be arranged one above the other. This applies not only to single-bladed propellers, but also to two-bladed or multi-bladed propellers. For example, the lower propeller is rotatable during the hovering flight state in the same and/or otherwise opposite direction of rotation as the upper propeller. By reversing the direction of rotation, the angular momentum (Drall) can be reduced. Two propellers arranged one above the other can likewise be provided with their respective motors, whereby redundancy and thus reliability can be increased. If one motor fails, the flying device 1 is always still able to hover. In a further exemplary embodiment it can be provided that the propeller can be concealed behind an aerodynamic outer layer (for example by driving into the nacelle 6 ), so that drag can be further reduced. For this purpose, for example, a cover can be provided on the nacelle 6 which can be closed after the propeller has been driven into the nacelle 6 .

In a further exemplary embodiment, the propeller can be mounted in an articulated manner. This can be advantageous in particular when the flying device 1 is flying forward, since no rotational torque is thus transmitted to the flying device 1 via the asymmetric inflow of the propeller. In addition, the bending moments generated in the blades of the propeller act on the motor hub less, since they remain in the blades. This applies not only to two-blade propellers but also to single-blade propellers.

The proposed embodiment of the flight device 1 can be constructed with a very light-weight structure (in particular compared to conventional vertically launchable flight devices) and at the same time opens up the possibility of high cruising flight speeds. A multicopter-type construction with multiple lifting rotors enables a simple and effective hover flight mode. Furthermore, a simple transition from the vertical flight mode to the horizontal flight mode is possible. The control device and the control algorithm provided for this purpose can be designed relatively simply. The proposed flying device concept can be realized with a simple, cost-effective and robust drive motor and power transmission mechanism. For example, the lifting rotor can be operated with a simple electric motor whose rotational speed must be adjusted only. The push drive mechanism can be driven with any type of simple motor and can have a significantly lower power capacity than conventional aircraft, since the maximum push required, especially when starting the aircraft, does not need to be driven horizontally. supply. Overall, the proposed flying device is able to have a high payload capacity.

Claims (as amended under Article 19 of the Treaty)

1. Flight equipment (1) having:

load-bearing structure (27);

wing structure (15);

at least three lifting rotors (5);

at least one push drive mechanism (9);

Wherein, the wing structure (15) is fastened at the bearing structure (27) or is a part of the bearing structure (27);

In this case, the wing structure ( 15 ) is designed to generate a lifting drive force for the flying device ( 1 ) during a horizontal movement of the flying device and has at least one bearing surface ( 3 ) for this purpose, the The bearing surface is provided with a profile that generates a dynamic lifting drive;

Therein, each of the lifting rotors (5) is fastened at the load-bearing structure (27), each of the lifting rotors has a propeller (7) and is configured to, by means of the propeller (7) The rotation of generates a lifting driving force (F1, F2, F3, F4) acting in the vertical direction for said flying device (1);

wherein said propeller (7) has exactly two propeller blades (29); and

Wherein, the push drive mechanism (9) is configured to generate a push force (F5) acting on the bearing structure (27) in a horizontal direction.

2. The flying device according to claim 1, wherein the load-bearing structure (27) is jointly configured with the wing structure (15) to have an elongated fuselage (13) and two pairs of front and rear A double-wing structure of the bearing surface (3) arranged laterally protruding from the fuselage (13).

3 . Flying device according to claim 2 , wherein one of the lifting rotors ( 5 ) is respectively arranged at each bearing surface ( 3 ). 4 .

4. Flying device according to claim 2 or 3, wherein at each load-bearing surface (3) a nacelle (6) is arranged, at which nacelle each one of the lifting rotors (5) is arranged.

5. Flying device according to any one of claims 2 to 4, wherein a guide mechanism (21, 23) is arranged at each of the bearing surfaces (3).

6. Flying apparatus according to any one of claims 1 to 5, wherein the lifting rotor (5) is constructed such that the plane of rotation in which the propeller blades (29) of the lifting rotor (5) rotates is the same as The relationship of the motor-driven rotor shaft ( 19 ) of the lifting rotor ( 5 ) is unchanged.

7. Flying apparatus according to any one of claims 1 to 6, wherein the propeller blades (29) of the lifting rotor (5) are rigidly connected to the rotor shaft (19).

8. Flying device according to any one of claims 1 to 6, wherein the propeller blades (29) of the lifting rotor (5) are pivotally connected to the rotor shaft (19) in such a way that the The pitch of the propeller blades (29) can vary.

9. Flying device according to any one of claims 1 to 8, having at least four lifting rotors (5).

10. Flying device according to any one of claims 1 to 9, wherein substantially the sum of the lifting drive forces (F1, F2, F3, F4) capable of being generated by the lifting rotor is directed through the flying device (1); and wherein the neutral point of the wing structure (15) is positionable for level flight relative to the center of gravity of the flying device (1).

11. Flying apparatus according to any one of claims 1 to 10, wherein the lifting rotor (5) is configured to lock a corresponding propeller blade (29) of the lifting rotor (5) relative to the In the position of the bearing structure (27).

12. Flying device according to any one of claims 1 to 12, wherein the lift rotor (5) and the push drive mechanism (9) are driven by motors (31, 35) which can be triggered independently of each other .

13. Flying apparatus according to any one of claims 1 to 13, wherein each of said lifting rotors (5) is driven by an electric motor (35).

14. The flying device according to claim 14, wherein the propulsion drive mechanism (9) is driven by an internal combustion motor (31) and the internal combustion motor (31) is used for providing electric energy to the lifting rotor (5 ) coupling to the generator (33) at the electric motor (35).

15 . Flying device according to claim 1 , wherein the at least one bearing surface ( 3 ) is mounted on the bearing structure ( 27 ) so as to be pivotable about an axis of rotation ( 42 ). 16 .

16. Flying apparatus according to claim 16, wherein the second bearing surface (3) is arranged at the bearing structure (27) so as to be able to swing about the axis of rotation (42), and wherein the at least one The bearing surface (3) and the second bearing surface (3) are in an oscillating state for hovering flight.

17. Flying device according to claim 17, wherein said at least one bearing surface (3) and said second bearing surface (3) are in a swiveled-in state for cruising flight, wherein said bearing surface The front edges ( 45 ) of ( 3 ) are oriented in alignment with one another.

18. Flying device according to any one of the preceding claims, wherein the load-bearing structure (27) together with the wing structure (15) is configured with an elongated fuselage (13) and two A double-wing structure with bearing surfaces (3) protruding from the fuselage (13) arranged forward and backward along the horizontal direction.

19. Flying device according to claim 19, wherein the first pair of load-bearing surfaces (3a) has a first sweep angle which is different from the second sweep of the second pair of load-bearing surfaces (3b) The corners are different.

20. The flying device according to any one of claims 19 to 20, wherein the first pair of bearing surfaces (3a) and the second pair of bearing surfaces (3b) are connected by at least one connecting structure (46) .

21. Flying apparatus according to claim 21, wherein said at least one connecting structure (46) has an elongated shape and is oriented parallel to said elongated fuselage (13), and wherein said at least one The connection structure (46) has a guide mechanism (23).

22. The flying device according to any one of claims 19 to 22, wherein the first pair of load-bearing surfaces (3) and the second pair of load-bearing surfaces (3) are arranged staggered from each other along the vertical direction .

23. Flying device according to any one of the preceding claims, wherein the propeller (7) of the lifting rotor (5) is configured as a single-bladed propeller.

Claims (24)

1. flight equipment (1), has:

Carrying structure (27);

Wing structure (15);

At least three promotes rotor (5);

At least one promotes driving mechanism (9);

Wherein, described wing structure (15) is fastened on the part of described carrying structure (27) place or described carrying structure (27);

Wherein, described wing structure (15) is configured to, producing the lifting driving force for described flight equipment when described flight equipment (1) horizontal movement and have at least one loading end (3) for this, described loading end is provided with and produces the dynamic profile promoting and driving;

Wherein, each in described lifting rotor (5) is fastened on described carrying structure (27) place, each in described lifting rotor has propeller (7) and is configured to, and produces the lifting driving force (F1, F2, F3, F4) vertically acted on for described flight equipment (1) by the rotation of described propeller (7); And

Wherein, described promotion driving mechanism (9) is configured to, and produces the motive force (F5) being applied on described carrying structure (27) in the horizontal direction.

2. flight equipment according to claim 1, wherein, described carrying structure (27) and described wing structure (15) be jointly configured with elongated fuselage (13) and two pairs in the horizontal direction before and after the two-shipper wing structure of the loading end (3) crossed out from described fuselage (13) of layout.

3. flight equipment according to claim 2, wherein, is respectively arranged in described lifting rotor (5) at each loading end (3) place.

4. the flight equipment according to Claims 2 or 3, wherein, in each loading end (3) place layout cabin (6), is respectively arranged in described lifting rotor (5) at described cabin place.

5. the flight equipment according to any one of claim 2 to 4, wherein, each place in described loading end (3) arranges guiding mechanism (21,23).

6. flight equipment according to any one of claim 1 to 5, wherein, described lifting rotor (5) constructs as follows so that the Plane of rotation that the propeller blade (29) of lifting rotor (5) rotates wherein is constant with the relation of the rotor shaft (19) driven by motor of described lifting rotor (5).

7. flight equipment according to any one of claim 1 to 6, wherein, the propeller blade (29) of described lifting rotor (5) and described rotor shaft (19) are rigidly attached.

8. flight equipment according to any one of claim 1 to 6, wherein, the propeller blade (29) of described lifting rotor (5) can swingingly be connected with described rotor shaft (19) as follows so that the gradient of described propeller blade (29) can change.

9. flight equipment according to any one of claim 1 to 8, described flight equipment has at least four and promotes rotor (5).

10. flight equipment according to any one of claim 1 to 9, wherein, described lifting rotor the summation of the lifting driving force (F1, F2, F3, F4) that can produce substantially guides the center of gravity by described flight equipment (1); And wherein, the neutral point of described wing structure (15) positions relative to the center of gravity of described flight equipment (1) with can being suitable for horizontal flight.

11. flight equipment according to any one of claim 1 to 10, wherein, described lifting rotor (5) is configured to pin in the position relative to described carrying structure (27) the corresponding propeller blade (29) promoting rotor (5).

12. the flight equipment according to any one of claim 1 to 11, wherein, described propeller (7) just has two propeller blades (29).

13. the flight equipment according to any one of claim 1 to 12, wherein, described lifting rotor (5) and described promotion driving mechanism (9) are driven by the motor (31,35) that can trigger independently of each other.

14. the flight equipment according to any one of claim 1 to 13, wherein, in described lifting rotor (5) each by electric notor (35) drive.

15. flight equipment according to claim 14, wherein, described promotion driving mechanism (9) by internal combustion motor (31) drive and described internal combustion motor (31) be used for providing electric flux to couple to the electromotor (33) at electric notor (35) place of described lifting rotor (5).

16. according to the flight equipment according to any one of aforesaid claim, wherein, described at least one loading end (3) can swingingly be placed in described carrying structure (27) place around pivot center (42).

17. flight equipment according to claim 16, wherein, second loading end (3) can swingingly be placed in described carrying structure (27) place around described pivot center (42), and wherein, described at least one loading end (3) and described second loading end (3) are directed to hovering flight and are in the state of swing.

18. flight equipment according to claim 17, wherein, described at least one loading end (3) and described second loading end (3) are directed to cruising flight and are in the state swung in, and wherein, it is directed that the anterior seamed edge (45) of described loading end (3) is mutually aligned ground.

19. according to the flight equipment according to any one of aforesaid claim, wherein, described carrying structure (27) and described wing structure (15) be jointly configured with elongated fuselage (13) and two pairs in the horizontal direction before and after the two-shipper wing structure of the loading end (3) stretched out from described fuselage (13) of layout.

20. flight equipment according to claim 19, wherein, first pair of loading end (3a) has the first angle of sweep, and described first angle of sweep is different from the second angle of sweep of second pair of loading end (3b).

21. the flight equipment according to any one of claim 19 to 20, wherein, described first pair of loading end (3a) and described second pair of loading end (3b) are connected by least one attachment structure (46).

22. flight equipment according to claim 21, wherein, described at least one attachment structure (46) has elongated shape and is parallel to described elongated fuselage (13) orientation, and wherein, described at least one attachment structure (46) has guiding mechanism (23).

23. the flight equipment according to any one of claim 19 to 22, wherein, described first pair of loading end (3) and described second pair of loading end (3) are arranged with mutually staggering along vertical direction.

24. according to the flight equipment according to any one of aforesaid claim, wherein, the propeller (7) of described lifting rotor (5) is configured to single blade propeller.